Boat

ABSTRACT

A boat comprising a hull ( 10 ) and a propulsion means ( 3 ) suitably coupled to an inboard drive means ( 8 ), characterized in that said hull ( 10 ) is provided with at least one hollow ( 2 ) suitably shaped to at least partially accommodate said propulsion means ( 3 ), said hollow ( 2 ) being provided with at least one tube ( 21 ) and at least one atmospheric-pressure air intake ( 220 ) in such a way that the propulsion means, that is a surface propeller ( 3 ), can continuously operate under optimal conditions with respect to the thus-generated artificial water surface.

FIELD OF THE INVENTION

The present invention relates to a boat, and particularly to boatsequipped with engine propulsion means.

STATE OF THE ART OF THE INVENTION

Currently, several approaches are used to reduce the resistance to theadvancement of boats, such as investigating the aerodynamic profile ofthe hull in order to reduce the friction thereof against water, ordetermining the hydrodynamic behaviour of the propulsion means in orderto make their behaviour in water the most efficient as possible.

Different inboard transmission/propulsion systems have been alsoinvestigated and introduced which employ various propulsion means, suchas propulsion propellers, impellers or paddle wheels, intended toexploit the thrust provided by the acceleration of a fluid, in this casewater, in order to move the boat.

Among the conventionally used inboard transmission/propulsion systemsthere are: systems with traditional submerged shafts, systems withtraditional inboard/outboard stern assemblies, systems with water-jetassemblies, surface propulsion systems, systems with inboard/outboardIPS (Inboard Performance System) assemblies, and systems withinboard/outboard POD (Propulsion Drive Optimization) assemblies.

A propulsion system provided with a traditional submerged shaft is themost widespread and reliable, but it requires precision in aligning andusing a number of members.

In some cases, the traditional engine-shaft coupling leads to problemsof weight distribution because the engine is positioned too forward withrespect to the hull, and this is especially true with boats designed forhigh speeds.

Even in deep waters, resistance to advancement is high due to thefriction of submerged appendages whose resistance increases with thesquare of speed, thereby reducing the pitch angle and consequentlyincreasing the wet surface.

The shaft and its support, which are positioned in front of thepropulsion propeller, interact with the flow of water passing throughthe upper portion of the propeller and, when at high speeds, theygenerate air bubbles and cavitation which cause vibration and decreasethe efficiency of the propulsion propeller.

Propulsion systems with traditional inboard/outboard assemblies (such asthe Z-drive system, a type of marine propulsion system, particularly anazimuth propulsion system) are installed at the transom and coupled withinboard engines.

The propulsion propeller is completely submerged, and movement istransmitted by two pairs of conical gears at an angle of 90° which allowthe propulsion propeller to operate without being tilted with respect tothe free flow of water, said pairs of conical gears also enabling theuse of support appendices which are well tapered and connected with thehub of the propeller; this results in power losses whenever thedirection of the transmission is changed on one hand, and a goodthrusting yield compared to the conventional system on the other hand.

However, there are problems related to friction of appendices andexposure of mechanical parts of the transmission to salt-containingcontamination which increase corrosion and wear thereof.

Propulsion systems with water-jet assemblies make use of a pumpaccommodated within a hollow formed in the hull.

The thrust is generated by an impeller which sucks water from a tube andthen accelerate and expel it out.

The problems of this solution relate to the path of the water, whichtravels through the suction-discharge loop a plurality of times therebyincreasing the losses, and the water sucked by the impeller generates asqueezing force which further hinders the advancement of the boat.

In a surface propulsion system, the propulsion propeller operates on thewater surface, and optimal operating conditions are achieved when thepropulsion propeller disk is submerged to one half its diameter into thegliding stream under maximal thrusting conditions.

This system does not show neither turbulence in front of the submergedhalf of the disk nor cyclical changes in the pitch angle of thepropulsion propeller, as one half of the disk is operating out of thewater; this results in an optimal efficiency.

The problems include poor steering abilities in reverse running.

Furthermore, the application of this system is inappropriate and poorlyeffective for boats of length less than 11 meters and with speeds below40 knots because said boats tend to pitch under these conditions,leading to cavitation of the propulsion propeller.

A propulsion system with inboard/outboard IPS assemblies (Volvo Penta)is characterized by pulling propulsion propellers counter-rotating aboutthe same axis and by an inboard engine. Transmission occurs through twopairs of conical gears at an angle of 90° which allows the direction oftransmission to be rotated by approximately 180°. This system allows thepropulsion propeller to operate under optimal conditions and withoutturbulence, thereby achieving a reduced vibration, a maximal thrust aswell as a good governance.

However, these propulsion propellers suffers from problems of frictionboth in the area behind the flow of the propeller and at the staticappendages of the boat, which are tapered but bulky as they have toaccommodate the driven gears. Furthermore, this system is vulnerable topotential impacts with submerged or partially submerged objects whichcould be caught either between the propellers or between the propellerand the keel of the hull, thereby causing serious damage to thetransmission and to the hull itself.

A propulsion system with inboard/outboard POD assemblies (ZF) includestransmission systems which are mounted to booms and coupled with inboardengines. Water-tight sealing is obtained by means of a reinforcedmembrane which prevent water from flowing into the bilge even in thecase of impacts. The transmission is carried out by two pair of conicalgears at an angle of 90° which dissipate power but allow the propulsionpropeller to operate without being tilted with respect to the water flowby aligning the thrust towards the stern by means of completelysubmerged counter-rotating thrusting propellers. A problem is thefriction of the appendices protecting the propellers from potentialimpacts.

These types of propulsion systems aim to reduce friction and cavitationin the area of the propulsion propeller or, as in the case of thewater-jet systems in which the propulsion propeller is replaced with apump, to improve the efficiency and power yield of the boat, to increaseits steering ability in different see and seabed conditions, and toreduce corrosion and wear of its mechanical components.

OBJECT OF THE INVENTION

Accordingly, an aim of the present invention is to provide a boatcharacterized by a hull which can reduce resistance to advancement,consumption, vibration and friction losses of the boat.

Another aim is to provide a hull which can effectively cooperate withthe propulsion means in order to reduce friction losses at thepropulsion area of the boat.

Therefore, the object of the present invention is to provide a boatcomprising a hull and propulsion means suitably coupled to inboard drivemeans, characterized in that said hull is provided with at least onehollow which is suitably shaped to at least partially accommodate saidpropulsion means, said hollow being provided with at least oneatmospheric pressure-air intake, said air intake preferablycommunicating with the compartment of the hull in which said drive meansis accommodated.

When the boat is travelling at cruising speed, the air intake allows theso-called Venturi effect to be exploited in order to compensate for theeffect of air suction from the hollow caused by the water flowing underthe hull, thereby allowing the propulsion means to be maintained in asuitable “air cushion” at a substantially constant pressure.

Advantageously, said hollow can be put in communication with apressurized gaseous fluid, preferably coming from the engine exhaust, inorder to maintain the hollow accommodating the propulsion meanssufficiently free of water in the absence of the Venturi effect, andconsequently in the absence of the effect brought about by theatmospheric-pressure air tube, however, under these operationalconditions, means are required to prevent gas from flowing back throughthe atmospheric-pressure air tube, and this approach allow the boat tobe easily controlled when in steering condition.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features of the invention, and the advantages derivedtherefrom, will become apparent from the following detailed descriptionof a preferred embodiment thereof which is provided by way of anon-limiting example with reference to the accompanying drawings, inwhich:

FIG. 1 is a side view of a boat according to the present invention withthe propulsion means in a thrusting configuration;

FIG. 2 is a side view of a boat according to the present invention withthe propulsion means in a pulling configuration;

FIG. 3 is a longitudinal sectional detail of the stern of the boat asdepicted in FIG. 1;

FIG. 4 is a side view of the structure depicted in FIG. 1, having asecond support for the driven shaft;

FIG. 5 is a sectional view of the stern of the boat according to thepresent invention as seen from behind.

DESCRIPTION OF CERTAIN EMBODIMENTS OF THE INVENTION

FIG. 1 shows the boat according to the present invention, with thepropulsion means arranged in a thrusting configuration.

The boat 1 comprises a hull 10, steering means 7, at least one enginemeans 8, a driven shaft 4, a propulsion means 3, a fuel tank 9, andsupport means 40.

Said hull 10 is characterized by a housing hollow 2 located at the rearportion of the hull 10, said housing hollow 2 being able to accommodatethe propulsion means 3.

This housing hollow 2 is suitably shaped for accommodating saidpropulsion means 3 and, therefore, its shape and geometry are notstandard as said shape and geometry will be related and proportioned tothe type of application, the size of the propulsion means 3, the powersemployed, the kind and sections of the hull 10; in a preferredembodiment, the housing hollow 2 should accommodate at least 50% of thevolume of the surface propulsion means 3.

With reference to FIG. 1, said housing hollow 2 advantageously has botha height which is at least 30% greater than the maximum size value ofthe propulsion means 3 and a maximum width, with respect to thelongitudinal vertical plane which is orthogonal to the theoreticalwaterline 6, which is at least 30% greater than the maximum size of thepropulsion means 3.

Furthermore, said housing hollow 2 extends above the theoreticalwaterline 6 by at least 20% of its total height, and the top of thehousing hollow is water-tightly closed by a door 20.

Said water-tight door 20 allows the housing hollow 2 to be inspected andthe propulsion means 3 to be cleaned from fouling, algae or foreignbodies which are deposited when water is present in the hollow.

The arrangement of the different components can be inferred from thefigure: the engine means 8 is positioned at the central portion of thehull 10, and it has operatively connected thereto the driven shaft 4followed by the propulsion means 3, while the tank 9 is positioned atthe rear portion or stern of said hull 10.

The propulsion means 3 is shown to be arranged in a thrustingconfiguration, and it is located within the housing hollow 2.

The driven shaft 4 is mounted in cantilever fashion and it does not needany additional support, thereby facilitating the maintenance andcleaning of the propulsion means 3.

As best shown in FIG. 3, said housing hollow 2 has at least one tube 21provided with an air intake 220 for supplying air at atmosphericpressure, said tube 21 being also advantageously provided withnon-return means, such as non-return valves 211, an interception valve221 and a deflector 210, to prevent water and gas from flowing back intothe hull.

In fact, the Venturi effect generated within the hollow 2 while the boatis advancing is exploited to automatically remove water from saidhousing hollow 2 in order to bring water to a level flush with the fluidstreamlines passing along the bottom of the keel, thereby allowing thepropulsion means 3 to operate under optimal conditions because thedepression formed within the hollow 2 by the flowing-out water iscounterbalanced by the air flowing through the tube 21.

Indeed, one half of said propulsion means 3 operates in undisturbedwater under semi-cavitation conditions so as to determine the thrustingwork with strong lateral loads, while the other half operates in air soas to distribute the atmospheric-pressure air sucked from the suctiontube 21 under the hull 10 as a film which reduces the frictionresistance.

When the boat is travelling at cruising speed, the atmospheric-pressureair intake connected to the tube 21 allows the Venturi effect to beexploited in order to compensate for the effect of air suction from thehollow caused by the water flowing under the hull, thereby allowing thepropulsion means 3 to be maintained in a suitable “air cushion” at asubstantially constant pressure.

Moreover, from the figure, it can be inferred that the lower end of therudder 7 is submerged at the same depth as the propeller and theconstruction line, taking the theoretical waterline 6 as a reference.

In fact, considering the submersion depth of the lower end of thepropulsion means 3 as represented by a dashed line 5, it can be notedthat the lower end of the rudder 7 is at the same submersion depth.

In a preferred embodiment, said propulsion means 3 comprises a surfacepropeller with at least three blades inclined at a rake angle (the rakeangle is the inclination of the blade, defined as the angle formed by astraight line passing through the cross-section of the blade withrespect to a plane perpendicular to the axis of the propeller) in therange from 0° to 12° depending on the applications, in order to optimizeand align the thrusting force to the fluid streamlines of the hull 10.

The surface propellers are usually completely submerged under staticset-up conditions, while they operate optimally under gliding set-upconditions.

The transition from one set-up to another is particularly difficult, sothat the upper portion of the propeller disc was traditionally assistedwith compressed air in order to create optimal gliding conditions duringthe transition from the static set-up to the gliding set-up.

Other approaches to suppress water resistance at the upper portion ofthe propeller disc, and to prevent an overload of the engine means,include making the exhaust gas flowing above a tunnel-type rudder (SonnyLevi Drive Unit system), or using open-sided tubes to convey the exhaustgas into the stern area, said open-sided tube being equipped with hingedflaps allowing the fluid streamlines to be aligned to the hub of thepropeller (UK Patent Application GB2381514A), or employing variableset-up, variable direction surface transmissions which cooperate with ahydraulic piston to change the operative height of the propeller as afunction of the speed and set-up of the hull. However, the hullcharacterized by the housing hollow 2 according to the present inventiondoes not require said approaches because, as described above, it exploitthe Venturi effect to reduce the time to bring said hull into thegliding set-up condition.

FIG. 2 is a side view of a boat according to the present invention, withthe propulsion means in a pulling configuration.

The figure shows that the arrangement of the components is differentcompared to that in the thrusting configuration as shown in FIG. 1.

In fact, the tank 9 is located at the central portion of the hull 10,while the engine means 8 is positioned at the rear portion or stern ofsaid hull 10.

This configuration can be applied whenever there are problems of spaceor weight distribution or for high-speed applications.

In fact, the use of the Venturi effect automatically removes water fromsaid housing hollow 2 in order to bring water to a level flush with thefluid streamlines passing along the bottom of the keel, therebyachieving optimal operational conditions for the propulsion means 3.

Indeed, one half of said propulsion means 3 operates in undisturbedwater under semi-cavitation conditions so as to determine the thrustingwork with strong lateral loads, while the other half operates in air soas to distribute the atmospheric-pressure air sucked from the tube 21under the hull 10 as a film which reduces the resistance thereof.

FIG. 3 is a detail of the stern of the boat depicted in FIG. 1.

FIG. 3 illustrates the propeller-housing hollow 2 comprising the tube 21which sucks atmospheric-pressure air through the air intake 220 to bringit into and out from the hull compartment 10 of the engine room.

The hull 10 according to the present invention is characterized in thatsaid housing hollow 2 is suitably shaped according to the geometry andcharacteristics of the propulsion means to be accommodated therein, insuch a way that the active disk portion of said propulsion meansprotrudes from the hull.

From the figure it can be inferred that said housing hollow 2 extendsabove the theoretical waterline 6 by at least the volume required toaccommodate the propulsion means and to allow the upper portion to beopened for inspection while preventing water from flowing in. In fact,the top of the housing hollow 2 is provided with a water-tight door 20which allows the housing hollow 2 to be inspected and the propulsionmeans 3 to be cleaned from fouling, algae or foreign bodies which aredeposited when water is present in the hollow.

Said air intake tube 21 located in the part connected to the hollow,without being reduced in air flow-rate cross-section, is protected by adeflector 210 which lowers the air flow sucked from the hollow to anappropriate height with respect to the hub of the propeller, and bynon-return means 211 and an interception valve 221 to prevent theexhaust gas from flowing back into the engine room when in steeringstatic conditions, the tube 21 being also connected to anatmospheric-pressure air intake 220.

Furthermore, said hollow 2 communicates with the engine exhaust 80through the tube 82.

When the boat is travelling even slowly compared to the fluid, theatmospheric-pressure air intake 220 allows the Venturi effect to beexploited in order to compensate for the effect of air suction from thehollow caused by the water flowing under the hull, thereby allowing thepropulsion means 3 to be maintained in a suitable “air cushion” at asubstantially constant pressure.

As previously described and better illustrated herein, said housinghollow 2 has at least one tube 21 communicating with both theatmospheric-pressure air intake 220 and the engine exhaust 80.

Said engine exhaust 80 is provided with interception means 800 and atleast one tube 82 which connects it to the hollow 2, said tube 82 beingprovided with suitable interception means 820.

Said tube 82 allows the exhaust gas to be supplied to the hollow 2according to the running needs, especially during steering operations.

Furthermore, the exhaust gas flowing into the hollow 2 allows to improvethe steering ability of the hull either in static conditions or in theabsence of dynamic phenomenon as it allows the filling of said hollow 2to be controlled and limited, in fact, the supply of gas can be manuallyor automatically managed by the interception means 820; 800; 221 whichare activated according to the running regime of the engine.

Said tube 21 is advantageously provided with an atmospheric-pressure airintake 220, interception means 221 and deflection means 210 or othermeans adapted to prevent the exhaust gas passing from the exhaust 82into the hollow 2 from flowing back into the suction tube 21 when instatic condition.

The interception means 820 is actuated to put the engine exhaust 80 incommunication with the tube 82 and the hollow 2 either when the boat isin a static condition or, preferably, in the absence of the dynamicphenomenon with the engine running at idle or in reverse, in such a waythat the exhaust gas flowing into the hollow 2 can limit the filling ofthe hollow with water and clear the upper half of the propeller disc. Inthis condition, the tube 21 is closed by the interception means 221 inorder to prevent gas from flowing back into the hull compartment 10. Infact, the Venturi effect generated within the hollow 2 while the boat isadvancing is exploited to automatically remove water from said housinghollow 2 in order to bring water to a level flush with the fluidstreamlines passing along the bottom of the keel, thereby allowing thepropulsion means 3 to operate under optimal conditions because thedepression formed within the hollow 2 by the flowing-out water iscounterbalanced by the air flowing through the tube 21 or by the exhaustgas controllably supplied through the tube 82.

The embodiment illustrated in FIG. 3 includes only one support 40 forthe driven shaft 4, which is mounted in cantilever fashion so as tofacilitate the maintenance of the components.

FIG. 4 is a side view of the structure illustrated in FIG. 1, having asecond support for the driven shaft.

In fact, the figure shows the engine means 8 which is operativelyconnected to the propulsion means 3 via the driven shaft 4, a firstsupport 40 for the driven shaft 4, the propulsion means 3, and thesecond support 41 for said driven shaft 4.

Said support 41 for the driven shaft 4 is located behind the propulsionmeans 3, and it is attached to the hull 10 of the boat 1.

This approach is more complex than that described in FIG. 3, but itallows to resist the lateral load occurring in thrust conditions forsurface applications while reducing vibration of the transmission means,thereby decreasing the wear thereof.

The second support 41 for the driven shaft 4 can also be applied whenthe propulsion means 3 is in the thrusting configuration as illustratedin FIG. 2, leading to the same advantages.

FIG. 5 is a sectional view of the stern of the boat according to thepresent invention as seen from behind.

From the figure it can be inferred that each propulsion means 3 isaccommodated in a corresponding housing hollow 2 which is suitablyshaped to accommodate said propulsion means 3 and maximize theperformance thereof.

With reference to FIG. 5, said housing hollow 2 advantageously has amaximum width, with respect to the transversal vertical plane which isorthogonal to the theoretical waterline 6, which is at least 15% greaterthan the maximum size value of the propulsion means 3.

Still with reference to this figure, it can be inferred that the rudder7 is positioned in such a way as to be parallel and tangent to the fluidstreamlines exiting from the propulsion means 3.

Advantageously, the steering means include two rudders 7, but it iscontemplated that one rudder 7 can be used, said one rudder beingsubmerged below the waterline and located at the centre symmetricallywith respect to the two propulsion means 3; such a choice of equipmentcannot exploit the advantage of shallow draft.

Moreover, from the figure, it can be inferred that the lower end of therudder 7 is submerged at the same depth as the propeller.

In fact, considering the submersion depth of the lower end of thepropulsion means 3 as represented by a dashed line 5, it can be notedthat the lower end of the rudder 7 is at the same submersion depth,resulting in a significant advantage in the case of collision with ashallow seabed or with buoyant objects which are partially submerged.

FIG. 5 shows an embodiment comprising two engines to compensate for thelateral thrust component generated by the two propulsion means 3; infact, the propulsion means 3 rotate in opposite directions, therebymutually suppressing the lateral thrust generated by each of them.

Moreover, compared to other approaches and applications, thedouble-engine version illustrated in the figure has a submersion depthof the propulsion means 3 which is extremely reduced, i.e. a fewcentimetres beyond the bottom of the hull 10; this is advantageous inthe case of collision with a shallow seabed or with buoyant objectswhich are partially submerged.

The hull 10 according to the present invention, which is characterizedby a housing hollow 2, allows for the use of propulsion means comprisingpropellers in surface propulsion systems even on boats less than 11meters in length, without experimenting the problem of cavitation of thepropeller due to the dolphin-like set-up.

Indeed, the housing hollow 2 cooperates with the propulsion means 3 toprevent pitching from causing cavitation, so that the system is alsosuitable for boats defined in jargon as “short”, i.e. less than tenmeters in length.

Furthermore, as previously described, the hull according to the presentinvention is extremely flexible and lends itself to variousapplications, either with the engine at the centre of the boat and thehollow substantially at the middle of the keel, or with the engine atthe stern and the hollow arranged near the transom when in thrustingconfiguration, or with the engine at the stern and the hollowsubstantially at the middle of the keel, thus avoiding the use of theV-drive approach, which is more cumbersome and expensive, as well asallowing pre-existing and in-use gliding keels to be reconverted.

1. A boat comprising a hull (10) and a propulsion means (3) suitablycoupled to an inboard drive means (8), wherein said hull (10) isprovided with at least one hollow (2), said hollow (2) having an openingbelow the waterline height (6) of the hull and below the bottom of thekeel of the hull (10), said hollow (2) is further suitably shaped to atleast partially accommodate said propulsion means (3) and is providedwith at least one atmospheric-pressure air intake (220), characterizedin that the Venturi effect generated within said housing hollow (2)while the boat is advancing is exploited to automatically remove waterfrom said housing hollow (2) in order to bring water to a level flushwith the fluid streamlines passing along the bottom of the keel becausethe depression formed within the hollow (2) by the flowing-out water iscounterbalanced by the air flowing through the tube (21) or by theexhaust gas controllably supplied in loop through the tube (82).
 2. Theboat according to claim 1, wherein the propulsion means (3) comprises asurface piercing propeller (3) whose running set-up is always maintainedconstant regardless of rolling and pitching, thereby maintainingconstant the performance thereof.
 3. The boat according to claim 1,wherein said air intake tube (21) is completely free of flow-rateconstrictions throughout its entire extension, and it preferablycommunicates with the hull compartment (10) in which the drive means isaccommodated.
 4. The boat according to claim 2, wherein said drive meanscomprises an at least internal-combustion engine means (8).
 5. The boataccording to claim 4, wherein said internal-combustion engine means (8)comprises an engine exhaust (80) provided with interception means (800)and at least one tube (82) which connects it to said hollow (2), saidtube (82) being provided with suitable interception means (820).
 6. Theboat according to claim 1, wherein said housing hollow (2) communicateswith the atmospheric-pressure air intake via an appropriate tube (21)provided with non-return means (211), interception means (221) anddeflection means (210) or other means adapted to prevent exhaust gaspassing from the exhaust (82) into the hollow (2) from flowing back intothe suction tube (21) when in static condition.
 7. The boat according toclaim 1, wherein said housing hollow (2) can contain the propulsionmeans (3) at least up to the hub thereof.
 8. The boat according to claim1, wherein on the stern in the applications external with respect to thehull, the top of said hollow (2) has an opening (20) which remains in afixed open status in atmosphere with a deflector angled of 45° facingthe trail of the hull (10) to facilitate the washing water raised by thesurface piercing propeller at low revolutions.
 9. The boat according toclaim 1, wherein said housing hollow (2) has a maximum width, withrespect to the transversal vertical plane which is orthogonal to thetheoretical waterline (6), corresponding to the maximum size value ofthe propulsion means (3) plus at least 15 percent.
 10. The boataccording to claim 1, wherein the axis (4), onto which the surfacepiercing propeller (3) is keyed, is housed inside the hollow (2) and issupported by two supports (40,41) straddling the surface piercingpropeller (3).
 11. The boat according to claim 1, wherein the engine ispositioned at the centre of the boat and the hollow (2) is substantiallyat the middle of the keel.
 12. The boat according to claim 1, whereinthe engine is positioned at the stern and the hollow (2) is arrangednear the transom when the hull (10) is in thrusting configuration. 13.The boat according to claim 1, wherein baffle means (72,73) arepositioned in the proximity of the propulsion means (3) and are fixed tosaid shell (10) in a removable manner.
 14. The boat according to claim13, wherein said baffle means (72,73) partially obstruct said hollow (2)generating an open communication channel (22) between the hollow (2) andthe aperture (32).
 15. The boat according to claim 1, wherein saidbaffle means (72; 73) regularize the fluid streamlines entering andoutputting the propulsion means (3).